Stourport Oarsmen Fail in Bid to Break Thames Record ... 1970

Stourport Boat Club's oarsmen failed in their record breaking attempt on the Thames at the weekend ... but only because of the mechanical breakdown of the accompanying launch. Their row from Oxford to Westminster Bridge on Saturday to try and break a 146-year-old record, was unsuccessful. The launch continually broke down and the eight eventually had to stop with nine miles to go, as darkness had descended.

The crew embarked from Oxford at 6.15 a.m. and were soon lost to sight in the mist. They safely navigated the first three locks which were all manually operated by boat club members - there were no lock keepers on duty at that time of the morning.

Disaster was avoided by inches at one lock when the throttle on the launch jammed as it followed the eight in. Fortunately no damage was done to the boat although the oarsmen's nerves were shattered.

It was obvious that the men of Stourport Boat Club were more reliable than the engine in the launch which gave trouble continually until it had to be abandoned after 55 miles. Unfortunately, John Peer, club captain was not available to advise the crew for the next 60 miles as he was dealing with the launch.

In later stretches lock duties were shared with the club by the R.A.F. Rowing Association and the Cygnet Boat Club.

Hopes of breaking the elusive record were fading when the crew were behind schedule at Romney.

The oarsmen, however were in excellent spirits and good physical shape considering that they had been in the boat for about 11 hours and had covered 70 miles.

Club members stopped at locks and other vantage points along the river to give all the support they could to the eight rowers.

John Mitchell and his support party met the crew at every sixth lock with hot soup and glucose drinks.

Other clubs which turned out to support Stourport in their effort were Gloucester, Stratford and St George's Ladies from the Tideway.

Club members paid tribute to the lock-keepers who helped in their attempt. Only one lock was not open for the crew when they arrived and this was due to a telephone fault. Darkness fell as the crew passed Sunbury and the loss of the launch and its welcome light began to tell.

Still rowing well the crew entered the Port of London tidal waters but the sixteen hours time limit ran out at 10.15 p.m. and the attempt was abandoned at Chiswick - only nine miles from Westminster Bridge.

The dangers of using a frail racing eight in darkness, unaccompanied in tidal waters were considered too great to continue the effort.

Members of the club expressed gratitude to all their helpers including the firm who supplied glucose drinks and the glove manufacturers who insured that the oarsmen finished with hardly a blister between them.

The record breaking attempt was made to raise money to provide new racing boats for the increasing membership. Generous sponsorship has already been offered and the club hope that many more interested persons will offer donations in tribute to the efforts of Stourport's "strong men."

Thoughts and Afterthoughts on the Record Attempt for Rowing from Oxford to Westminster Bridge on 11th April 1970
John S. Mitchell 1970

Finance and sporting achievement were the targets in everyone's mind when the idea was first presented to the Club by Mr John Peer. The thought of actually rowing that far, was for the people concerned, quite horrible, but provided the financial reward for the Club was sufficiently large, the sacrifice was worth making.

The ways of turning the effort into hard cash were discussed and the many alternatives were largely eliminated until only an appeal letter and sponsor cards remained. The planning of the row moved forward slowly, and though initially the attempt was to be made by three crews starting at 30 minute intervals, our partners of the R.A.F. and Cygnet Rowing Club resigned from the venture on a competitive basis, though still continuing to support the Stourport effort on the day itself.

The choice of date had been fixed early during the proceedings, its choice having been determined as a result of a number of factors. Daylight had to be at a maximum, coupled with the contra-factors of minimum river traffic and minimum temperature to keep the heat exhaustion as low as possible. The tide had to be at its best over the course from Teddington to Westminster Bridge, and a gamble had to be taken to hope that there would be sufficient current on the whole course to give the crew maximum help, without there being too much water to endanger the crew at the weirs, from a safety angle.

It was also an early formality to get in touch with the Thames Concervancy, Without whose help and support, the attempt could not be made. The date of the 11th April appeared a fair compromise, and the locks would be manned by the Concervancy from 9.00 a.m. to 8.00 p.m. on the day concerned. However it was felt that the majority of support for the crew would have to be provided by Club members completing the journey by car, and meeting the crew at the 32 locks that had to be passed through. It was soon found that this was in fact easier said than done. The locks had not unexpectedly been built to meet the requirements of the river, and in many cases the question of access by road was very much an afterthought. A survey of the access to each lock had therefore to be made, and during the month of February, various Stourport members visited the first 20 locks and during March the survey of the final 12 was completed by Cygnet members.

Each survey party has its own memories to recount, but Cynthia and I at least had the advantage of visiting our four locks under good weather conditions. Hurley was our first lock, and knowing the area well proved an assett. The deputy keeper who was on duty was helpful in the extreme, though the time consumed by his accounts of the history of the river ultimately made visits to the other locks of a much shorter duration. Temple lock was only a further 5/8 of a mile downstream, but access involved a seven mile journey through Marlow, and an encounter with a German farmer, who though I am sure thought we were all quite mad, ultimately gave permission to us to cross his land to the riverside, whenever the necessity arose. The lock keeper was much more interested in showing off his pet rabbits, but did draw attention to the excellence and easy positioning of his urinals. Marlow was next on the list, and though at first unhelpful, he finally warmed to our enquiries to such a depressing extent that he gave a complete tour of the river, listing every weir over which crews would certainly be swept in high water, unless his instructions were heeded. Somewhat depressed, we moved on to Cookham, to be greeted by a gated common, which tediously crossed by foot brought us to a gated bridge onto the island which supported the lock keeper's house. The gates were heavily laden with barbed wire and themselves stood over 10 feet high suggesting that visitors were not over-welcome. Nevertheless, the padlock was open, so I ventured through. Walking toward the lock some quarter of a mile further on. I was disturbed to find two Pyrenese dogs eying me with disdain and when thirty yards away, they leapt into action and bounded towards me. Only one actually went for me, and he missed but only by reason of a tethering rope which fully extended itself with the dog baring its teeth not more than six feet from me. The lock keeper also made it clear that visitors were not welcome, and that was what the dogs were for! Nevertheless, he showed quite an interest and despite a most agressive manner, we parted after a tour of his lock, and on very good terms.

The scope of the general organisation was now falling to pieces. John Peer had undertaken more than he could sustain, and this was not unexpected in my mind, as not only was he superintending the organisation of the row, but was also, at that stage running the finances. The appeal was costly to organise from the point of postage, though his employers unwittingly generously supported the printing costs. It was also time consuming and with the aid of the local telephone directory, and the Stock Exchange Year Book (generously and unknowingly loaned by Lloyd's Bank), he distributed his appeal letter to 1000 local and 1000 National prospective benefactors. The results were disappointing. The financial aspect of the row became steadily less bright and in fact, the surplus available to the Club, after deducting costs probably did not exceed £50 and the great gamble had failed.

We were now committed, and could not back out. To the man, the Club supportes him, and sponsor cards were pushed to the maximum. Members put their heads together and there were almost nightly meetings of Harry Hodgkinson, Bob Eaton and Gerry Maiden to cover the questions of lock control, communications, berthing at Westminster, feeding of the crew, transport of the crew both before and after the event, provision of the eight, provision of an escort boat, accomodation of the crew, locking parties for both supervision and operation of locks, and no doubt many other problems of which we never heard.

The preceeding week was one hectic rush. The arrangements were made, but at this stage the crew was in doubt. There was talk of it being called off, but nevertheless, on the Friday, from their various parts of the country, the crew set off for Oxford. The Melville Hotel was the resting house for the crew for the preceeding night, and everyone made transport plans for Oxford. Colin Barber, however, was unfortunately overlooked and at 10 a.m. that morning, this task was delegated to Cynthia. This was somewhat off-putting, as she had no idea how to get in touch with anyone who was not already themselves fully organised, so it fell onm our shoulders to get him down. This sounds but simple, but in fact we were providing the food for the crew, and she had been volunteered only the previous day into cutting all the necessary sandwiches. A diet sheet had been provided by John Peer, whose only task was to provide salt tablets - these I ultimately purchased from the late night chemist. Hence at 8.00 p.m. on that Friday evening our small van left Kidderrminster with 9 bottles of glucose and squash, 3 gallons of prepared glucose and squash, a gallon of undiluted squash, ten gallons of water for cooking, 12 tins of vegetable soup, 12 tins of chicken soup, 6 tins of chicken, a 5lb tin of rice, and nine packs of food each containing 1 tube of dextrosol, a 1/2 lb block of chocolate, an apple, two rounds of honey sandwiches, salt tablets and a banana and a box of replenishments including bananas, dextrosol, a further 9 packs each containing two rounds of sultana sandwiches. Additionally we had a two burner cooker, a primus stove, a calor gas cylinder, a bed (in case of accident on the day), blankets and bags for each crew member's reserve kit. This was a fairly comprehensive list, but we had our own case with changes of clothing in case of rain, wellingtons, a first aid kit and a range of tools to cover mechanical breakdown. We also had our baby, his pram and enough food, nappies and clothing necessary to sustain him for a weekend. Colin and his kit was prised into the van at Foley Park, and baby and gear fell out at Stourport where he was deposited to spend the weekend with my parents. The crew was all comfortably established when we arrived at the Hotel at 1.00, and after a quick half we adjourned to bed. The alarm sounded at 4.00, and Cynthia and Christine Peer invaded the Hotel kitchen at 4.30 to provide cereal, hot coffee, cold ham and bread and marmalade. Kit changes were collected from crew members who leapt into cars and drove off for the start. Unfortunately we were now alone, and no one had mentioned to me where the start was and we still had Colin Barber with us for the crew. We left in the same direction and a good sense of direction coupled with enormous luck brought us to them. It was still quite dark, and the car lights by the river was our lucky break.

Reunited in the mist rising from the river and the frost at 5.30 a.m., the crew began to prepare. The escort launch started and the boat was made ready. Unfortunately the keel slot was frozen over and this and the underestimation of the distance to the start delayed the actual start to 6.10 as against a scheduled time of 6.00. We in fact did not see the start as we were off at 5.45 for our first lock and feeding stop at Culham. An observation I feel warranted at this stage, however, was that the start should have been scheduled for 5.30 at the latest. The breaking of the dawn was providing ample light to enable a start to be made, even on a strange river, and a battle against darkness at this time would have proved less depressing than when the dark descended again that evening, which had a most dispiriting effect.

Frankie Morrison was now in convoy with us, which was a major asset for it was scheduled that at Culham we should meet, and thereafter transport a reserve crew member. Little account had been taken of the amount of gear we had with us and the second car relieved us of this burden. Culham was easily found, and after considerable difficulty with the operation of the gates the system was remembered, and the lock filled and the top gate opened to await the arrival of the crew. By this time a full car load of reinforcements had arrived, and split to leave the reserve crew member with me to assist with the operation of the lock, while the rest of that car took the primus, a saucepan and vegetable soup to provide an unexpected additional snack at lock 7. Meanwhile chicken was the menu at Culham and was dutifully being kept warm when the lock keeper appeared, and most kindly put on the lock power. The crew came into sight and gently glided into the lock. The launch, however, put on full power to catch up, and the throttle jammed wide open. How the launch succeeded in driving down the lock parallel to the eight without doing major damage, I shall never know. The width of the lock has necessitated that the blades be drawn in, and the launch smashed its way down the full length of bow side, finally just clearing the bows of the eight, running into the side of the lock, turning broadside and finally stalling. A quick tally of damage was taken and apart from a severe fright and a chipped blade, the cre composed itself, took its soup while the lock dropped, replenished its water bottles and then departed to leave the captain to look after his launch.

As the journey was short we quickly moved down river a couple of locks to join John Cook and Bob Eaton who we found boiling tea in a kettle. This was Day's Lock, and by now we had found that more bottles were a necessity as there was only time to swap bottles, and nor refill at the locks. John Cook provided a gallon water holder for made-up squash, and the making up provided the necessary bottles for all future swaps. By now it was 8.50 and a polite approach was made to Mr Scott the locl keeper, who rudely told us he would not put on the power, and to move our cars which were blocking his drive. This was true, but he had not, and did not, make any use of the drive, and was in fact the only 'B' minded Concervancy official we met all day. The crew was now well behind schedule, but it was seen through in style, though at this stage, the escort launch was still missing.

We left the lock and got in touch with Gerry to let him know we were going to Whitchurch lock before going on to our next scheduled stop at Caversham. We lived to regret this decision, for firstly we approached the lock from the wrong side of the river and then found that the only access was across a catwalk across the top of the weir which had been dismantled for major repairs to the weir. Loaded with cooker, water, coffee and rice, the crossing of the missing sections of catwalk on ladders held in place by workmen with a painfully clear drop over the weir, was hair-raising to say the least. The lock keepers who saw us arrive informed us that no-one had dared the crossing for a month. Hot coffee was prepared for everyone, and hot rice for the crew. This rice will long stick in their memory as it suck to the bottom of the can (the provision of a saucepan from the car having been overlooked). The burned offering that was presented to the crew was accompanied by the classic statement, "Drink it, it will do you good" and to my amazement they did, and no one seemed to suffer after-effects. Water bottles were exchanged and the return to the car was made possible by the kind help of the lock keepers who provided a motor boat for the trip.

Caversham was quickly found, with the crew now suffering. The launch was in contact with the crew again but fatigue was visibly present, and the first substitutions had already been made by the Captain. Drinks were provided and we moved downstream again, stopping at Henley for lunch to pick up the crew again at Hurley. This lock is a beautiful one, on one of the most attractive parts of the Thames. The crew were provided with hot-coffee and Complan and were liberally dosed with milk of magnesia to combat stomach acidity. Food packs were replenished at this, the half way, point, and substitutions made. Fred Caswill 'accidentally' collected a map from the R.A.F. who had been covering the lock, and with it we proceded to Cookham. This time armed with the permission of the previous visit, we drove across the Common. This was not a lock we were scheduled to visit, but it was perhaps as well we did. Our arrival had been preceded by the R.A.F.who had got as far as the 10 foot gates onto the island, to find them locked. They had failed to attract attention, but our arrival at the gates coincided with the lock keeper's wife coming out of the house, and she strolled over and let us in. All this was most time consuming and this was tragic, as the only double-error had taken place. The locking party at Marlow had not phoned the Cookham lock keeper to advise the departure of the crew. Hence our arrival at the lock coincided with the completely unexpected arrival of the crew, who were greeted by closed gates. The air was blue, with the lock keeper deeply distressed with the situation and working flat out, on this the biggest lock we had come across so far. The launch was now in trouble again and came in too late to enter the lock with the crew, and indeed was never to make contact with the crew again.

Water bottled replenished and with renewed dextrosol the tempo of the crew changed at this stage. It was at Cookham that we learned that the river to that time had been drained by the Conservancy to below normal summer level in anticipation of heavy spring rainfall. From Cookham onward, however, the crew had current with them, and whereas to that time thay had been losing an average of 3-4 minutes a lock against their schedule, they were now beating the schedule by at least 2 minutes a lock. Their rowing to Boulter's Lock and down the promenade to Maidenhead was energetic to say the least and showed little concern at the distance they had already travelled.

Boverney Lock was next visit, and hot chicken soup was served, and this was the last country lockwe were to visit. The semi-finals of the cup were causing the lock keeper and his assistant more interest than our efforts but his beard could not fail to leave a asting memory.

Fred was still with us, which was as well for his map reading of the London approaches was an invaluable asset on our route to Penton Hook Lock. Hot soup was again served while the boat was being rigged with lights for the final part of the journey. At this stage, though an hour outside the record, the crew was still determined to finish. Crew changes were made with Fred Caswill returning to the boat, and no news was known of the launch. In retrospect, I feel that those of us on the bank should now have organised a rescue crew to row the boat from Westminster back to Chiswick, but Pop Peers was mentioned as being capable of doing this, and ultimately nothing ever materialised. The ever-increasing complexity of route finding made matters more difficult, so we heading for Teddington. This is a huge pair of locks, but a fair way from the nearest access point, and thinking time was short, no hot food preparations were made. In fact there would have been ample time, but darkness was with us, and had a depressing effect. Message reached us that the Vice Captain had taken the decision to row to Chiswick and though wise, the supporters were none the less saddened by this. The crew appeared to concerted applause for their tremendous efforts. One man had indeed rowed the whole course undisturbed and their gallantry was felt by everyone on the lockside. Whiskey was declined on medicinal grounds, and with the tide flowing at only slightly less than maximum force due to the lateness of their arrival, they set off on the final stage of their journey.

Chiswick, Mortlake and Anglian Rowing Club was indeed the only item on the itinery which I did not have a plan how to reach. The lack of Londoners did not help, as at 10.00p.m. on Saturday evening, we seemed only able to find boozy foreigners. When we finally got there after nearly two hours of touring the streets of London, the crew was not only unboated, but changed. All that temained was the homeward journey.

Lack of sleep was now fast catching up on me and though the journey back went smoothly as far as Henley, from there onward the stops for cat-naps became more frequent until we were on roads known to Cynthia, at Broadway, when she took over the driver's seat to see us home. Colin was deposited at Kidderminster, and at last, with dawn breaking over Stourport, we adjourned to bed.

The effort was well organised and seriously attempted. The crews were however beaten from the word go by the lack of current. The water not coming on to the blades, and this not only directly affected the time, but was disadvantageous from the psychological point of view once the crew was tired. Other factors were all with us, and but for the current, I think a break of the record would have been a distinct possibility. One other point strikes me however, and that is, what would qualify as a break of the record. Must the crew remain unchanged, and if substitutes are allowed, how many. The definition of the attempt was too vague, and if ever another attempt were to be made, this should certainly be clarified.